Aeronautical machine



June 14, 1932. J, PORTER AERONAUTICAL MACHINE Filed Aug. 2, 1929 3 Sheets-Sheet June 14, 1932. J R, PORTER 1,862,803

AEHONAUT I CAL MACH I NE Filed Aug. 2, 1929 5 Sheets-Sheet 2 June 14, 1932. R PORTER 1,862,803

AERONAUTICAL MACHINE Filed Aug. 2, 1929 3 Sheets-Sheet 3 Patented June 14, 1932 PATENT FFICE JAMES ROBERTSON PORTER, OF WANTAGE, ENGLAND AERONAUTICAL MACHINE Application filed August 2, 1929, Serial No. 382,987, and in Great Britain August 17, 1928.

This invention relates to aeronautical machines of the kind having a tubular passage the main axis of which is curved or which is otherwise adapted so that a lifting efiect h is applied to the machine as the atmosphere passes along the passage. The propeller is preferably located at the rear end of the passage and driven in a direction so as to suck the atmosphere therethrough. The passage may be of annular cross-section or otherwise and may vary in width throughout its length, the fuselage being located in the passage, for example, coaxially therewith. Machines of this kind are described in the specifications accompanying my British Letters Patents Nos. 209,895 and 237,350.

The invention further relates to machines of this kind which are provided with oppositely-extending parachute surfaces forming the side walls of the passage or lying closc- 1y thereon when in closed position. the parachute surfaces being detach ably held in closed position and connected to extensible cords so that their outward movement, when released, will be limited. A machine arranged in this manner is described in the specification accompanying my British Letters Patent No. 280,604.

The present invention has for its object to provide improvements in the construction of such machines as those last-mentioned. The invention consists in forming the body of the machine, which I may term an annular aerofoil, so that its two side portions can open out to provide aerofoil surfaces on each side of the central structure each of the side portions being a single relatively-rigid piece. In one construction the walls of the passage are formed of longitudinal ribs carrying the fabric or like cover and secured to two or more transverse hoops which are co-axial with the passage and spaced there-along. Each of the hoops is formed of four main sections, an upper and a lower section. and two side sections: the upper and lower sections are connected to one another by an propriate members for example, by radial struts or the like joined to the fuselage (when the same is co-axial with the passage) and to the two sections; and the two side seetions are hinged to the ends of the upper .section and detachably held in position against the ends of the lower section. The free ends of the side sections may be tapered.

Extensible devices for example, rubber cords, may be connected to the side sections towards the free ends of the same, or to a longitudinal spar therealong, and also to the fuselage, the lower sections or other fixed part of the body of the machine. to limit the outward movement of the side sections. Furthermoue, cords and a winding drum or an equivalent arrangement offering a suitable mechanical advantage may be provided for closing in the side sections while the machine is in the air.

For a small machine two hoops, one fore and one aft, may be sufficient, but, for a larger machine more will be desirable.

The outer surface of the machine is preferably of streamlined form. The machine may be considered to be an aeroplane or cyclo plane in which the tubular body takes the place of the usual extended aerofoil in a monoplane. The sides of the tubular body which are each in one piece are hinged to the top of the body, and when they are extended they may be considered to be extended acrofoil surfaces the transverse and longitudinal sections of which are both curved.

Means offering an lllCILHSQd aerofoil area have often been considered as providing the best method of? allowing a machine to slow up when attempting to land. An arrangement in accordance with the present invention provides the additional area required In consequence of the curvature of the bodv the sides, when the machine is advancing, will tend to move outwardly. Springs or other means may be provided to assist the initial opening. Alternatively, positively-acting opening means may be provided. The detachable connection by which the sides are held in closed position is preferably under the pilots control, as also the opening means if provided. VVhen a relatively high speed is required the sides are held in closed position. ()n the other hand, when about to land in a confined space. or when it is desirable that the machine should travel slowly, the sides can be released by the pilot to open outwardly to the full extent of the en tensible means. It may be practicable, in certain circumstances, to have the sides extended when starting from a restricted area, and then to draw them in when the machine is in the air and a greater speed required.

The fuselage may be of substantially-circular cross-section or it may be of approximately oval shape with vertical sides. In this latter case the sides of the fuselage may be extended down to the bottom sections of the hoops or to the bottom of the body to provide additional accommodation for merchandise, passengers, etc.

Arrangements according to the invention are shown, by way of example, in the accom panying drawings, wherein Fig. 1 is a longitudinal vertical section of an aircraft adapted according to the invention;

Fig. 2 is a plan of Fig. l, the chain lines indicating the side portions of the annular aerofoil when extended;

Fig. 3 is a. transverse vertical section of Fig. 1;

Fig. 1 is a longitudinal vertical segtion of a modification;

Fig. 5 is a similar view of another modifi cation;

Fig. 6 is a front elevation of Fig. 5.

Like reference numerals are used throughout the accompanying drawings to denote corresponding elements whenever possible.

Referring now to the drawings, and first to Figs. 1 to 3, 10 represents the annular aerofoil formed of longitudinal ribs 11, 11, 11 carrying a fabric or like cover 12. These ribs are secured to a plurality of transverse hoops 13. 13 and 14, 14 spaced therealong, the middle hoops 14, 11 being formed of duplicated elements for convenience. Each hoop coinprises an upper section 15, a lower section 16 and two side sections 17, 17. The upper and lower sections 15 and 16 are rigidly interconnected. In the present instance the struts 18, 18 and the fuselage 19 are shown as being used for this purpose. The side sections 17, 17 are hinged at 20, 20 to the ends of the top sections 15, 15. By this means each of the side portions of the annular aerofoil is a rigid member.

The landing wheels 21 are supported by struts 22 from the ends of the lower sections 16 of the middle loops 14, 14. The rudders and elevators 23, 23 are mounted in a framework 24 secured to the back end of the an nular aerofoil, the same being controlled by wires or other means, not shown, from the pilot's seat 25. The engine 26 is disposed at the rear end of the fuselage. and the propeller 27 may be of the kind in which the pitch of the blades can be adjusted by the pilot.

For winding up (i. e., drawing in) the side POIt'IOIlS of the annular aerofoil, I have show n extensible cords 28, 28 connected to the lower ends of the side sections 17, 17 of the middle hoops 14, 14 and also to the winding drum 29 provided with a. winding handle 30 disposed adjacent to the pilot's seat, the pulleys 31, 31 carrying these cords, I may rely on the wind pressure for opening out the side portions of the annular aerofoil when holding means, not shown, are released, or I may provide a positive unwinding mechanism. Such an unwinding mechanism may be associated with the winding mechanism and arranged so as to be operated when the latter is reversed.

The arrangement of Fig. 4 differs from that of Figs. 1 to 3 mainly in that the engine 26 is shown at the front end of the fuselage, the engine being connected to the propeller 27 by means of a gear box 33, cardan shaft 34 and universal joints 35, 35. The extensible cords and winding mechanism are not shown in Fig. 4 (nor in Figs. 5 and 6) for the sake of simplicity.

In Figs. 5 and 6, which show a seaplane type of craft, the landing wheels are omitted and the lower portion of the annular aerofoil is adapted as a float 86 resting on the water 37. This aircraft can be very conveniently moored against a wharf, without causing serious obstruction.

It will be understood that, instead of the propeller being astern as illustrated, a tractor screw in front may be used, the usual form of fuselage carrying the rudder and elevator astern.

It should also be understood that, whereas the sections 15, 16 and 17 are shown as being of uniform thickness, they may be of other shapes, for example, of crescent shape in side view, or tapering from one end of a section to the other or from the middle of a section to one end or both ends. In particular, I have in mind the use of crescent shaped secti one for relatively-large aircraft.

Innumerable tests have been made, with aerofoils of varied longitudinal cross section and curvature; on the other hand, practically no experiments have been made with aerofoils having a downwardly curved cross section as exists in the above constructions. It is well known that in aerofoils having no transverse curvature the under surface fails to contribute its fair share of lift compared with the top surface and this is generally explained by stating that the under air tends to flow outwards. By the curvature here provided such action is avoided and the lifting effect maintained.

What I claim as my invention and desire to secure by Letters Patent is 1. An aircraft of the kind described in which the annular aerofoil is composed of longitudinal ribs carrying a fabric or like cover and secured to two or more transverse hoops spaced therealong, the hoops being formed of upper and lower sections connected to one another and of side sections hinged to the ends of the upper section and detachably held against the ends of the lower section.

2. In an aircraft, an annular aerofoil divided into upper, lower and opposed side sector sections of rigid truss form, a fuselage, the upper and lower sections rigidly secured to the fuselage, and the opposed side sections, each hinged at its upper end to the corresponding end of the upper section and swingable from its closed position into a substantially horizontal load lifting position, and means for restoring the opposed side sections to their closed position.

3. In an aircraft of the kind claimed in claim 2 wherein each section comprises longitudinal ribs. arcuate transverse members and inner and outer surface coverings, the

arcuate transverse members of each section,

upon the side sections being disposed in the closed position. forming transverse hoops.

JAMES ROBERTSON PORTER. 

